Fluid supply device



Filed April 29, 1944 F. C. REGGHQ FLUID SUPPLY DEVICE 4 Sheets-Sheet l//VVE/V 70/9 4 Sheets-Sheet 2 Jufly 25,, 19% F. c. REGGHO FLUID SUPPLYDEVICE Filed April 29, 1944 Jufiy 25, 39% F. c. REGGIO FLUID SUPPLYDEVICE 4 Sheets-Sheet 3 Filed April 29, 1944 July 25 19% F. c. REGGHQFLUID SUPPLY DEVICE 4 Sheets-Sheet 4 Filed April 29, 1944 Patented July25, 1950 UNITED STATES PATENT OFFICE FLUID SUPPLY DEVICE FerdinandoCarlo Reggio, Norwalk, Conn.

Application April 29 1944, Serial No. 533,417

23 Claims.

This invention relates to fluid supply systems and in particular todevices for supplying fuel in measured quantity to an engine.

One of the objects of the invention is to provide a simple and compactfluid pressure controlled fuel metering unit.

A more" specific object is to provide a fluid metering unit including afluid pressure actuated rotary control device.

Another object resides in the provision of a hydraulically controlledfuel metering unit of substantially cylindrical form devoid oftransverselyarranged slidable control members.

A further object resides in the provision of an improved fuel supplysystem including individual fluid pressure controlled metering units anda fluid pressure regulatingvalve.

The above and other objects will be apparent as the descriptionproceeds. In the following description and in the claims various detailswill be identified by specific names for convenience, but they'areintended to be as generic in the application as the art will permit.

In the drawings, which show some examples of embodiment of theinvention,

Fig. l is a sectional elevational view of an injector connected with agoverning device, as may be used in connection with a Diesel orcompression-ignition engine.

Figs. 2'and 3 are cross-sectional views taken along the lines 2-2 and3--3 of Fig. 1, respectively.

Fig. 4 is a fragmentary sectional view taken alongthelines 4--4 of Figs.2 and 3.

Fig. 5 is a diagrammatic representation of the arrangement of fuelinjection system in a multicylinder compression-ignition engine.

Fig. 6 is a sectional elevational view of a modifled form of injector.

Fig. '7 is a fragmentary section taken along the lines 1-1 of Fig. 6.

Fig. 8 is a sectional velevatio'nal view of another embodiment ,of'fuelsupply system for spark-ignition engine.

Fig. 9 is a cross sectional view similar to Fig. 2 indicating a modifiedconstruction of rotary vane servomotor. 1; l s

The present application is a continuation in part of the followingcopending applications: Serial No. 333,529, ;fi1ed May 6,1940, nowPatent No. 2,384,340rserial No. 346,479, filed July 20, l94Q,- ;n'ow"Patent No. 2,354,403; and Serial No. 508,897, filed November 4, 1943.

Referring in particularfto Figs- .1-5, 9 is a fuel metering unitwhichincludes a 'noz'zle valve I0 and a metering pump having a barrel Iprovided with at least one port l2. A plunger I3 slidable in the barrelhas at least one inclined edge controlling the port l2, whereby'thedelivery is regulated by rotating the plunger l3 relatively to thebarrel.

Conventional fuel injection pumps of this type are provided with atransversely arranged slidable control rack which renders the unit morecumbersome and in many cases precludes the location of the unitdirectly'on' the engine cylinder or in the immediate vicinity thereofowing to lack of space. To avoid these drawbacks a fluid pressureactuated rotary oscillating vane is provided to turn the plunger and inturn control hub and a radial wall extending therefrom is ro l. tatablymounted with small clearance within said cavity and determines thereintwo chambers 2| and 22. A cylindrical portion 23 of the vane hub,

formed with smaller outer diameter, axially extends through the centralopening of the cover I6. The vane hub is provided with an axialnoncircular opening within whichthe outer portion of the plunger I3 isslidablybut non-rotatably mounted, whereby rotation of the vane istransmitted to the plunger.

. A calibrated spiral" spring 24 has its inner coil secured to theextension 23: of the vane 9, while the outer coil thereof I is connectedwith the cover 16. The spring load, which exerts upon the vane a torquetending to turn it in a direction to decrease the volume of the chamber2|, may be adjusted by means of a screw 25 tangentially mounted inthe-body'll. A dowel '26 keeps in predetermined relative angularadjustment the barrel II, the housing li and. the cover 15. chamber 22may be vented to the atmosphere by means of a duct 27 formedin the coverIt, or,

if desired, may be connectedwith a suitable fluid leakage return conduitlnot-shown in the drawings. The chamber 2| com municates through grooves32 and 33 with anannula-r cavity 34 comprised betweenfthe bore ortheunit'bodyd and the barrel an'dfbymeansof a duct 35 and pipe 31 withthe excess fuel. return line $53.

The plunger |3 may be reciprocated in the usual way from an enginedriven cam, for instance by means of a rocker arm ,40, the return orsuction stroke thereof being determined by ;a sprin 4|.

The various parts of the injectors are assembled The through the lowerend of the bore formed in the body 9 and are clamped by means of athreaded cap 42. Fuel under pressure is led to the annular space 34, inwhich the admission port If: opens, by way of a duct 43 and pipe 44connected with the fuel supply line 45 receiving fuel under pressurefrom a pump 41 driven from the engine or other suitable power source anddesigned to deliver fuel in excess of the engine consumption.

The excess fuel from the line 39 is led through a conduit 49 to agovernor device 59 having a slidable pilot valve the upper end of whichis connected with fiyballs 52 driven from the engine through a gear 53.This valve controls a flow restricting orifice 54 through which theexcess fuel must pass before attaining the pipe 55 which leads back tothe reservoir 5? or to the intake side of the primary pump ll. Thecentrifugal force of the flyballs 52 tending to lift the valve 5| isbalanced by the load of a spring 59 adjustable by means of the speedcontrol lever 60. The lower end of valve 5| is'subject to the pressureof fuelcontained within a resilient bellows 6| mounted in a housing 62.The interior of this bellows is connected with lines 49 and 535 by meansof small orifices 63 and 64 adjustable by way of needle valves 65 and 55respectively, while the space comprised between the bellows and thehousing 62 is connected with the conduit 45* by means of a duct ofcomparatively large section.

The movable wall of bellows 6| is subject to oppositely directed axialloads of two springs and H, the latter spring being so designed as tohave a number of active cells which depends upon its load. The lower endof this spring H is connected by means of a linkage '12 with the speedcontrol lever 60 insuch manner that clockwise rotation of the lattercompresses and stiffens the spring.

An example of arrangement of injection system for a v-12compression-ignition engine or for two fi-cylinder synchronized enginesis diagrammatically shown in Fig. 5. Like reference numeral in thevarious drawings indicate like parts. Fuel from a tank 14 is deliveredby the primary pump 41 through a heat exchanger 15, a filter 11 and thesupply lines 45 and 44 to the admission port |2and vane chamber 2| ofeach metering unit 9. The excess fuel from each unit 9 is led throughpipes 31, 39 and 49 to the pressure regulating orifice 54 controlled byvalve 5| of the governor 50, and thence by way of pipe 55 to the intakeside of the pump'4l. In the preferred embodiments ofthe invention whichare shown in the drawings, the port-controlling edge of plunger I3 is sodesigned that the fuel delivery increases as the pressure in chamber 2|increases and causes rotation of the vane |9 against the torquetransmitted thereto by the calibrated spiral spring 24. This torque isinitially adjusted by means of the screw so that each metering unitunder specified conditions of cam speed and pressure in chamber 2|discharges a determined quantity of fuel in a given time, thus renderingthese units interchangeable. With engine fuel conduits properly designedto keep the fuel pressure in the chamber 2| of the various units atsubstantially uniform v'alue, the engine cylinders will receive equalfuel supplies.

The engine fuel supply system operates as follows: assuming the needlevalve 65 in the governor 50 to be so adjusted as completely to close theorifice 63, under steady engine operative conditions the pilot valve 5|regulates the effective area of the orifice 54 in such manner as tomaintain in the vane chambers 2| of the injection units 9 the pressurecorresponding to the necessary engine fuel supply. The fuel pressure atthe lower end of the valve 5| is kept at atmospheric value by means ofthe orifice 64 and pipe 55 connected to the tank 14; and the centrifugalforce of the fiyballs 52 is balanced by the spring 59.

If the engine load varies, for instance increases, the engine-drivenflyballs 52 decelerate, the centrifugal force decreases, and the pilotvalve 5| moves downward. As a result, the effective area of the orifice54 decreases and determines an increase of fuel pressure in the chambers2| of the metering units which causes rotation of the plungers l3thereof in a direction to increase the engine fuel supply, thus tendingto restore the initial engine speed. As the pressure within the housing62 increases, the bellows 6| contracts, forcing fuel through the smallorifice 64 and bringing about a temporary increase of pressure withinthe bellows whereby a temporary fuel pressure load is upwardly exertedon the lower end of the pilot valve 5| which tends to restrain thedownward motion thereof. Although this restraining load is only a smallfraction of the centrifugal force, it is su'fiicient to preventovertravel of the valve and avert hunting.

With a'bellows 6| having an effective diameter considerably larger thanthat of the valve 5|, for instance three times as large as shown in thedrawings, when the end wall of the bellows moves at certain velocityforcing fuel through the orifice 64 it determines apres'sure variationwithin the bellows which is 81 times as large as that produced by adisplacement of the valve 5| of same velocity. It will therefor. beappreciated that the orifice 64, properly adjusted to cause upondisplacement of the bellows a restraining pressure variation of propermagnitude to eliminate hunting, will not determine any material pressurevariation upon initial motion of the pilot valve which may delay thismotion. Such a delay would be harmful as under sudden changes of engineload it would. cause a serious underspeed or overspeed condition.

It is thus apparent that the governor 50 reacts to a change of enginespeed by varying the by draulic pressurewhich controls the rotary vaneservo. motor |9 included in the metering units 9. As the bellows 6|approaches its new posi* tion of equilibrium corresponding to the'changed surrounding fuel pressure, the restraining pressureload on the pilotvalve gradually diminishes and the engine speed resumes theinitialvalue, at which speed the centrifugal force againbalances the load ofspring 59. This load, and in turn the engine speed, may be varied-bychanging the adjustment of the speed control lever 60.

As stated above, it has been found that the restraining pressure loadwhich is to beapplied to the pilot valve 5| in order to eliminatehunting is a small fraction of the centrifugal force transmitted theretoby the-flyballs 52. It further appears desirablethat the ratio therbetween be maintained substantially constant regardless of speed changes.To that end when the speed control lever 66 istur'ned clockwise'todecrease the engine spe'ed,'t-he linkage l2 causes compression andstiffening of the spring Thus, under a certain pressure variation withinthe housing 62, both the displacement andthe magnitude ofthe'restraining pressure variation 7 atthe lower-end or the pilot valve=51 be.

smaller.-

With the orifice 63 closed, the pressure variaunits, the ratio ofproportionality therebetween being dependent upon the ratio of theeffective areas of the orifices 63 and 64. The upward pressure loadapplied to the pilot valve is greater under full load than under noengine load, and the centrifugal force required to keep the valve 5| inbalance, being equal to the spring load minus the upward fuel pressureload applied thereto, will decrease with an increase of engine load. Theengine speed will accordingly be lower under full engine load than underno load; and the difierence between these speeds may be increased ordecreased by augmenting or reducing the open area of orifice 63.

In the rotary vane device shown in section in Fig. 2 the vane member I9is subject on one side to the comparatively high pressure existing inchamber 2 I, while the opposite side, defining the low pressure chamber22, is at atmospheric pressure. A resultant radial load is thus exertedon the vane member, which may determine objectionable friction and wear.In order to eliminate these drawbacks the rotary vane may be designed asin Fig. 9, wherein the vane member I9 is provided with two diametrallyopposed radial vanes, while the housing I5 is provided with twodiametrally opposed radial walls I1, thus defining two symmetrical highpressure chambers 2| connected by way of passages 32' with the variablepressure fuel conduits 35, 43, and two symmetrical chambers 22' kept atatmospheric pressure by means of ducts 21 formed in the cover I6.

- In Figs. 1 and 4 the injector plunger I3 is shown in its uppermostposition. A collar formed at the lower end of guide 38 bears against ashoulder provided in the bore of the housing 9 and prevents furtherupward motion of the plunger. With this arrangement the position ofplunger I3 relative to the cylinder port or ports I2 may be veryaccurately determined. A threaded member TI having a lock-nut l8isprovided in the tappet mechanism which actuatesthe injector plunger l3from a cam I4, and the adjustment of the injection timing is similar tothe well known adjustment of the engine valves, that is, consists insetting the screw 11 so that the distance between tappet or rocker 40and guide 38 has a predetermined value when the follower I5 is incontact with the dwell portion of the cam. Such adjustment may be madewith the aid of the usual go and no-go shim used for the valve tappets.When the guide 38 is actuated directly by the follower, the latter isprovided with a. conventional threaded adjusting cap screw;

' In Fig. 8 there is shown a modified form offuel metering pump I28which vis radially mounted in the housing I29 of a radial aircraftengine. The pump plunger I3 is reciprocated by means of a roller I30from a cam |3I whichmay be the same cam from which the engine intake orexhaustyalves are actuated. Afuel supply line I32 and. an excess fuelreturn line..l33z'are" connected with the annular fuel reservoir 34.

The metered fuel is led through a check valve I34 and a pipe I35 to theinjection nozzle, not:

shown, mounted preferably on the cylinder head.

In the fuel metering unit I28 the fluid pressure chamber 2| of therotary vane servo-motor is .not connected with the fuel system. It isinstead connected by means of conduits I36, I3!

and I38 to a port I33 controlled by a slidablevalve l40 of a regulatingdevice I4I. The valve I40 as shown in the drawing is in neutral positionand closes the port I39. Upward displacement of this valve connects thechamber 2| with a conduit I42 which is supplied by means of a pump I43with lubricating oil under pressure from the engine sump or othersuitable reservoir I44. Downward motion of the valve I40- connects thechamber 2| with a return pipe I45 which leads the oil back to thereservoir I44.

The valve I40 is attached to the lower wall of a, coaxial resilientbellows I46 which is surrounded by atmospheric or engine sum pressure.The pressure within the bellows is kept by means of a duct I41 at thesame value as in the chamber 2|. The upper Wall of this bellows may beconnected by way of a rod slidable through the wall of a housing I40with a bellows I49. The housing I48 is sealed, is connected by way of apassage with the engine induction manifold I52, and therefore is filledwith air having substantially the same pressure as in the engineinduction manifold. At the lower end of valve I40 there is provided ananti-hunting device in-' cluding a bellows 6| contained in a housing 62,

and a small orifice 64 controlled by valve 66 between the interior ofthe bellows and the low pressure fluid system, the function and mannerof operation of which device have already been set forth in detail inconnection with the gov;

ernor 50. j

The bellows I49, like bellows I46, has highly flexible walls, andtherefore is a highly sensi tive manifold air pressure responsivedevice. 7 It is apparent that the axial adjustment of the valve I40 isdependent upon the manifold air pressure and the pressure within thechamber 2| of the vane servomotor. During steady engine operation thevalve I40 is in neutral position. If the manifold air pressure varies,for

instance increases, the bellows I49 contracts and lifts the valve,determining admission of pres-,-

sure oil to the chamber 2|, rotation of the control vane I9 againstincreasing torque of spring, 24, and increase of engine fuel supply.Rotation of the vane stops as theincreasing pressure within the bellowsI46 so expands the latter as to bring the valve I40 back to neutralposition. 1

Oil lubrication of the plunger "I3 is provided by means of a groove I51connected with the:

chamber 2I. This arrangement has been found particularly advantageous,as the pressure of the lubricant in the groove is comparatively smallwhen the engine is idling, and increases with the engine load. Oilleakage from the chamber 2| is returned to the engine sump through aduct I58. In a multicylinder radial engine the metering pumps I28 arepreferably radially arranged, symmetrically with respect to theenginecrankshaft, and are connected with the corresponding cylinders by meansof short fuel pipes I35 of equal'length. The fuel supply and returnlines I32 and I33 may have substan'e :tiallyannular form, with themetering pumps connectedlthereto parallel, eachpump I28 being also.connected with theoil line I31.

-.-On the suction side of pump I43 and in the return pipe I45 there areprovided two threeway cocks I59, I actuated by a common link 61. Innormal operation these cocks connect the regulator Ml with thelubricating oil sump or reservoir I44, as already stated. When thesecocks are .turned anticlockwise, however, they connect the regulator,through alternate supply and return pipes I62 and 163, with a tank orreservoir I64 containing engine fuel or other liquid having sufiicientlylow freezing temperature. This arrangement is particularly suitablefor'engines operating in cold weather: a short time before stopping theengine, the cocks are turned counter clockwise so as to fill theregulator and the conduits up to the chambers 2| of the metering pumpswith fuel. When the cold engine is started the fuel control system willoperate promptly and correctly; and as soon as the lubricatin oil issufiiciently warm the cooks may be turned clockwise again to connect'theregulator 14! with the lubricating oil reservoir.

Figs. 6 and '7 illustrate a further embodiment of injector unit 8| inwhich the plunger 82 may be angularly adjusted for regulation of thefuel delivery by a rack cut in the intermediate portion of a plunger 84and meshing witha pinion 85 having a splined connection with plunger 82.Qne end of the plunger rack 84 extends into a chamber 86 closed by a cap81 to which variable pressure fluid, such as lubricating oil, is ledfrom the pipe 83. A calibrated spring 89 is mounted between the oppositeend of the rack and an adjustable threaded cap 98. A small rod 91secured to the rack extends through a passage formed in cap and can bemanually operated to temporarily alter the axial adjustment of rack 84.The extreme position that the latter can reach toward the right may beadjusted by means of a screw 92 cooperating with a notch 93 formed inthe rack.

The units 3| may be made interchangeable by using'sp'rings 89 having thesame rate of defiection and initially adjusted by means of cap 90 sothat for a determined value of the oil pressure in chamber 86 and atcertain cam speed the injector discharges a preselected amount of fuelper unit time. It will be appreciated that an engine provided with ahydraulically controlled injection system is safer than one providedwith a coventional injection pump. With injection-units such as 9, I28or 8|, if the plunger l3 or 82 should stick in its barrel and remainstationary at the end of its discharge stroke with the load of thespring insufiicient to bring it back against the receding tappet orrocker 40, the unit stops delivering fuel to its cylinder, but does notinterfere with the control of the remaining units; while with aconventional in-'- jection system in which the various plungers arecontrolled angularly by a common linkage, a damaged plunger may preventthe control of theremaining plungers and put the engine out of control.

The injection unit 8| of Fig. 6 operates substantially as the unit I28of Fig. 8. A groove 93, connected with the pressure oil chamber 86,serves to lubricate the plunger 82. One or more screws 94 cooperatingwith slots 95 formed in guide 96 are provided for determining the endof.;the suction stroke of plunger 82 and bearing theload of the plungerspring duringthe dweu directed to less than all of the elements of theperiod-of; the .cam,l- -.as..stated in connection with Fig. 4. Fuel issupplied to the unit through pipe stand the excess fuel leaves the unitby way of the return pipe 99.

The fuel control systems. illustrated in Figs. 1 and 8. are intended forcompression ignition engines andspark-"ignition engines, respectively.

While in the abolve embodiments of the inven tion thelsupply or meteringunits are used for the delivery of combustible fuel to an internalcombustion engine, it will be clearlyunderstood that. according to theinvention the units may be employed in connection with any suitablemachine or. installation, and may be used to supply or dischargeanysuitable liquid or fluid.

These embodiments-of the invention have been shown merely for purpose ofillustration and not as a limitation of the scope of the invention. Itis therefore'to. be expressly understood that the invention is notlimited to the specific embodiments shown, but may be used in variousother ways, in connectionwith other mechanisms and installations, thatvarious modifications may .be made to suit different requirements, andthat other changes, substitutions, additions and omissions may be madein the construction, arrangement andmanner of regulation and operationof the units within the limitsor scope of the invention asdefined thefollowing claims.

In interpreting the claims, where they are complete systems disclosed,they areintended to cover possible uses of the recited elements ininstallations which may lack the non-recited elements.

What I claimis:

l. A pump having a plunger, tappet means for actuating the latter,resilient means for effecting the return stroke of said plunger, stopmeans in said pump for determining the end of said return stroke, and athreaded-member in said tappet means whereby the desired backlashbetween the latter and said plunger may be established.

2. A fuel pumphaving a cylinder, port means in the latter, a plungerreciprocable in said cylinder and controlling-said port means, resilientmeans for elfecting the return stroke of said plunger, stop means in;said pump for determining the position ofsaid plunger at the end of vsaid return stroke thereof in predetermined relation to said port means,and tappet means for actuating said plunger and including a threadedmember so as to render it possible to establish and adjust the desiredbacklash between said tappet meansand said plunger when the latter restsagainst said stop means.

3. A pump including a plunger and 9, servomotor coaxial withsaidplunger; vane means in said servomotor rotatable about the axis ofsaid plunger and having a splined connection with said plunger, aspiralspringconnected with said vane means tending'to rotate the latter in onedirection, and a fluid pressure chamber for exerting variable operativepressure load on said vane means tending to. rotate the latter in theopposite direction;

4. A fluid metering unit includingv a barrel, at least one port in saidbarrel, a plunger having at least one inclined port-controlling edge,rotary fluid pressure responsive servo-motor means coaxial with saidplunger, and a spline connectionfor turning said plunger from saidservo-motor means.v

5. A pump having a plunger, arotar'y vane hydraulic servo-motoreoaxiaiwith said plunger and connected thereto by means of splines forcontrolling the angular adjustment of said plunger to regulate the pumpdelivery said servomotor being provided with multiple vanes definingsymmetrical pressure chambers to eliminate side thrust.

6. A fluid supply device having a plunger, fluid pressure responsivemeans connected with said plunger for rotating the latter to regulatesaid supply, resilient means operating on said pressure responsive meansin opposition to the fluid pressure, and means for adjusting saidresilient means to calibrate said supply.

7. A fluid supply device having a plunger, fluid pressure responsiverotary vane means connected by means of splines with said plunger forrotating the latter, a spiral spring connected with said vane means andopposing said fluid pressure, and means for adjusting said spring.

8. Fluid supply units; each unit including a plunger and fluid pressureresponsive rotary vane means coaxial with said plunger and mechanicallyconnected therewith for rotating said plunger to regulate the unitsupply; a fluid pump; conduit means connecting saidpump with thepressure responsive vane means of each unit; valve means to control thepressure of the fluid actuating said vane means, resilient means in eachof said units connected with said vane means and opposing the fluidpressure applied thereto; and calibrating means in each of said unitsfor varying the load of said resilient means.

9. An injection pump including a ported cylinder, a reciprocable plungertherein having an inclined port-controlling edge, a hydraulic servomotorincluding vane means rotatable about the axis of said plunger, conduitmeans for the admission of pressure fluid to said servomotor to causerotation of said vane means, and a splined connection between said vanemeans and plunger to transmit rotating motion of said vane means to saidplunger, whereby the pump delivery is controlled by said servomotor.

10. A pump having a ported cylinder, 3, plunger therein havinganinclined port-controlling edge, tappet means reciprocating saidplunger, resilient means effecting the return stroke of said plunger,stop means in said pump determining the end of said return stroke, athreaded member in said tappet means for adjusting the backlash betweensaid tappet means and plunger, a hydraulic servomotor in said pumpincluding vane means rotatable about the axis of said plunger, conduitmeans for the admission of pressure fluid to said servomotor to causerotation of said vane means, and a splined connection between said vanemeans and plunger to cause said plunger to rotate with said vane means.

, 11. A pump having a plunger; oil pressure actuated power meansvariably adjusting the effective stroke of said plunger to increase ordecrease the pump supply upon increase or decrease of oil pressure,respectively; valve means regulating the pressure of the oil actuatingsaid power means to, control said supply; and conduit means leading oilunder the regulated pressure to said plunger to increase the pressure oflubrication thereof with increase of the pump supply.

12. A fuel pump having a barrel; a port in said barrel; a plunger insaid barrel controlling said port; a fuel pressure actuating rotaryservomotor in said pump coaxial with said plunger; vane means in saidservomotor rotatable about the axis ofsaid plungerin response to changesof 10 fuel pressure to vary the angular adjustmen't'of said plungerrelative to said barrel; and a fuel inlet in said pump connected withsaid port and servomotor.

'13. A pump having a ported barrel, a reciprocable plunger thereinhaving aninclined portcontrolling edge, a fluid pressure actuated rotaryservomotor in said pump coaxial with said plunger and connectedtherewith for altering the angular adjustment thereof to control thepump delivery, an inlet port in said pump for supplying the latter withfluid to be pumped, a passage leading fluid from said inlet port to saidservomotor, means to control the fluid pressure in said inlet port, andcalibrating means in said pump to adjust said plunger angularlyindependently of said fluid pressure. I

14. An engine injection system including injection pumps, a plunger ineach pump angularly adjustable to vary the pump delivery, a rotaryservomotor in each pump coaxial with said plunger to control the angularadjustment thereof, common control means actuating said servomotorsimultaneously and calibrating means in each of said pumps to alter theangular adjust-' ment of said plungers separately.

15. In a fuel pump, a substantially cylindrical housing assembly;relatively reciprocable sleeve and plunger elements in said housingassembly; cooperating port means and controlling means therefor in saidelements whereby the pump delivery is regulated by altering the relativead'- justment of said sleeve and plunger elements; a rotary servomotorin said pump housing assembly; said servomotor including relativelyrotatable inner and outer members; and an operative connection forvarying the relative adjustment of said sleeve and plunger elements uponrelative rotation of said servomotor member to con-' trol the pumpdelivery; said pump housing assembly, said sleeve and plunger elementsand said servomotor members being all coaxial.

16.'A fluid pump including a reciprocable plunger; variable pressurelubricating oilcontaining means; pump delivery control means; meansresponsive to the lubricating oil.pressure in said containing means toactuate said control means in a direction to increase or decrease thepump delivery upon increase or decrease respectively of said lubricatingoil pressure; and conduit means leading lubricating oil undersubstantially the same pressure as in said containing means to saidplunger to lubricate the latter under'pressure increasing with increaseof the pump;

delivery.

1'7. In a fuel pump having oil lubricated parts,

control means for variably regulating the fuel? delivery of the pump;hydraulic means actuated by lubricating oil under variable pressure and:operating on said control means to increase ordecrease the fuel deliveryof said pumpupon increase or decrease in the pressure of said lub'ri-icatin-g oil; and conduit means leading said variable pressurelubricating oil to said hydraulic means and to said oil lubricatedparts, whereby" the pressure under which said parts are lubri-' the fueldelivcated increases or decreases with ery of the pump. I

' 18. A fuel pump for supplying fuel to an engine, including a housing;a sleeve element withstroke of said plunger element; a control memberconnected to one of said elements for varying the relative adjustment ofsaid two elements to vary the fuel delivery of said pump; fuel pressureactuated hydraulic means actuating said control member whereby theposition of said control member and in turn the pump delivery aredependent upon the-pressure of said fuel; calibrating means altering theposition of one of said eles ments independently of said fuel pressurefor varying the relative adjustment of said elements to obtain desiredfuel delivery; and lock means for said calibrating means.

19. A fuel supply system for a multicylinder engine, said systemincluding pumping units each of which delivers fuel to a correspondingengine cylinder; each of said units having a sleeve element, a plungerelement slidable in said sleeve element, a port in one of said elements,a fuel passage connected with said port, and by-pass means in the otherof said elements controlling said port and determining the effectiveplunger stroke; control means connected with one of said elements forvarying the relative adjustment of said two elements to vary the fueldelivery; fluid pressure actuated hydraulic means actuating said controlmeans whereby the position of said control means and in turn the enginefuel supply are dependent upon the fluid pressure actuating saidhydraulic means; a calibrating member for each of said units; saidmember altering the position of one of the elements of thecor-responding unit so as to vary the relative adjustment of saidelements thereof independentl of said fluid pressure to obtain uniformfuel delivery from each of said units; and lock means for each of saidcalibrating members.

20. In a fuel pump, a housing; an inlet therein for the admission offuel to th pump; a sleeve element; a plunger element slidable in thesleeve element; a tappet in said housing to reciprocate the plungerelement; a spring to effect the return stroke of the plunger element andtappet; port means in one of said elements and a portcontrolling surfacein the other element to determine the effective stroke of said plungerelement; fuel containing means in said housing; conduit means connectingsaid inlet with said port means and fuel containing means; movable wallmeans subject to the pressure in said fuel containing means and actuatedin response to pressure changes therein; a connection between said wallmeans and one of said elements for varying the adjustment of the latterrelative to the other element to variably regulate the fuel delivery ofthe pump in predetermined relation to changes of pressure in said "fuelcontaining means; calibrating means operatively connected with one ofsaid elements for'varying the ad!- justment thereof to obtain thedesired fuel de, livery of the pump under selected pump operatingconditions; and lock means for said calibrating means.

21. For a combustion engine having an air passage, a pump to supplycombustible fuel to the engine, said pump including a housin a sleeveelement within the housing; a plunger element reciprocable in the sleeveelement; a port in one of said elements; a fuel conduit connected withsaid port; a control surface in the other element, controlling saidportand determining the effective stroke of the plunger element; a controlmember connected to one end of said elements and adapted to change therelative adjustment of said two elements so as to vary the fuel deliv.

12 ery of. the p mp; f l pressure. a tuat m ans operating on saidcontrol member; air pressure responsive means operating to regulate thepressure of the fuel applied to said fuel pressure actuated means;conduit means through which the air pressure responsive means may beconnected with said air passage; calibrating means for altering therelative adjustment of said elements to vary the pump deliveryindependently of said fuel pressure actuated means and air pressureresponsive means; and lock means for said calibratin means.

22. In a combustion engine fuel injection system having a housing, aninlet therein for the admission of fuel, fuel containing means in saidhousing, movable wall means subject to the pressure in said fuelcontaining means and actuated in response to pressure changes therein,valve means controlling the fuel pressure in said fuel containing means,air pressure responsive means actuating said valve means, and conduitmeans through which the air pressure responsive means may be connectedwith an engine combustion air passage, a fuel delivering unit including:a Sleeve element in said housing; a plunger element slidable in thesleeve element; a tappet toreciprocate the plunger element; a spring toeffect the return stroke of the plunger element; port means in one ofsaid elements and a portcontrolling surface in the other element todetermine the effective stroke of said plunger element; means forconnecting one of said elements to said movable wall means for changingthe relative adjustment of the two elements to variably regulate thefuel delivery of said unit; calibrating means operatively connected withone of said elements for varying the adjustment thereof and the fueldelivery of the unit independently of said movable wall means and airpressure responsive means; and lock means for said calibrating m ans.

23. In a fluid supply pump having variable pressure fluid containingmeans and movable wall means subject to the pressure of the fluid insaid fluid containing means, a sleeve element, a plunger elementslidable in the sleeve element, a port in one of said elements, a fluidpassage connected with said port, by-pass means in the other elementcontrolling said port, means to connect one of said elements with themovable wall means for altering the relative adjustment of said twoelements to vary the fluid delivery upon changes of pressure in saidfluid containing means, and calibrating means for altering the relativeposition of said elements to adjust the fluid delivery independently ofsaid movable wall means.

FERDINANDO CARLO REGGI'O.

REFERENCES CITED The following references are of record in the file ofthis patent:

UNITED srs'rss PATENTS

